Foot-propelled vehicle



(No Model.) 3 Sheets-Sheet 1. G. G. J. MILLAR.

FOOT PROPELLBD VEHICLE.

No. 593,597. Patented Nov. 16, 1897.

Wagggs@ (No Model.) 3 Sheets-Sheet 3. G. G. J. MILLAR. BOOT PROPELLEDVEHICLE.

Patented Nov. 16,v 1897.

lUNITED STATES PATENT OFFICE.

GEORGE G. J. MILLAR, OF GROVEPORT, OHIO, ASSIGNOR OF ONE-HALF TO LUKE G.BYRNE, OF COLUMBUS, OHIO.

FooT-PRoPELLED VEHICLE.

SPECIFICATION forming part of 'Letters Patent No. 593,597, datedNovember 16, 1897. Application filed February 3, 1896. Serial No.577,869. (Novmodel.)

To @ZZ 'lv/"1,0m it may con/cern Be it known that I, GEORGE G. J.MILLAR, a citizen of the United States, residing 'at Groveport,in thecounty of Franklin and State of Ohio, have invented a new and usefulFoot- :Propelled Vehicle, of which the following is a-specication.

This invention relates to an improvement in foot-propelled vehicles; andthe object in view-is to simplify and improve the constructionillustrated and described in former applications for patents, Serial No.547 ,267 iled April 26, 1895, and Serial No. 561,982, filed September 9,1895, both for improvement'in foot-propelled vehicles.

The primary object of the present invention is to produce a superior andadvantageous construction of propelling mechanism, also to simplify andmaterially strengthen the frame construction, and generally to make theseveral parts of the vehicle adjustable, whereby the comfort of therider, and passengers is added to.

One of the principal objects of the invention is to make the vehicleconvertible into either one of two forms of carriage-either apassenger-vehicle or a carrier such as is now largely used by stores,wholesale and retail, for the rapid delivery of small packages.

It is also the purpose of the presentiuvention to so arrange thepassengers seat and the operators seat with relation to each other andthe driving mechanism that space will be economized to the greatestpossible extent and the machine as a whole thereby rendered morecompact, much lighter and stronger, and as a result much neater andhandsomer in appearance.

Other objects and advantages of the invention will appear in the course'of the ensuing description.

In the accompanying drawings, Figure l is a perspective View of theimproved vehicle adapted for carrying passengers and having thedetachable canopy applied. Fig. 2 is a side elevation, partly insection, showing the vehicle adapted for use as a carrier. Fig. 3 is adetail elevation showing the form of the crank-shaft and the manner inwhich it isA supported.' Fig. 4 is an enlarged detail perspective viewof one of the pedal-levers, &;c.

lthe lower bar 2,

Fig. 5 is a similar view of one of the pedals, showing the improvedtoe-clip. Fig. 6 is a detail elevation of the link connection with theintermediate crankof the crank-shaft. Fig. 7 shows the manner ofmounting the rear axle in the frame, also the chain adj ustment. Fig. 8is a detail section through the handle-bar and its stem, showing themanner f of detaching the former. Fig. 9 is a detail 6o perspective Viewshowing` the manner of mounting and holding the brake-lever. Fig.

.l0 is a detail elevation of one of the hooks for connecting thefoot-board to the machineframe. 65 Similar numerals of referencedesignate corresponding parts in the several iigures of the drawings.

The framework of the improved passengervehicle and carrier isconstructed in the main 7o 1 and wherever practicable of weldless ordrawn steel tubing, such as is ordinarily employed in the manufacture ofbicycles. The frame of thev machine is substantially rectangular inplan, and consists of twin side frames l, extending longitudinally theentire length of the machine and of sufficient Aheight to includebetween them and support the several parts of the machine. Each sideframe comprises a lower and substantially horizontal 8o reach-bar 2 andan upper horizontal bar 3, the lower bar being extended in a straightline rearwardly to the point where the crankshaft Yis located and thendepressed 0r Vinclined downward in the direction of the rear or mainaxle of the'machine. The upper bar 3 of each side frame is bent downwardat its advance end and joined to the corresponding end of the lower bar2, and the rear end of the upper bar is also inclined downwardly 9c andrearwardly, so as to bring it into the proximal plane of thecorresponding end of the rear ends of both bars being joined to aslotted bracket 4, in theslot 5 of which is received one end of thestationy95 ary main axle 6. The form of this bracket ft is clearlyillustrated in Fig. 7, in'which it will be observed that anadjusting-screw 7 passes longitudinally through the central or webportion S of the bracket and bears at its 4rco rear end against the axleG. The `object of this construction is to provide for tightening ortaking up slack in the drive-chain 9which extends around and is driven.bythe main driving-sprocket 10 on the crank-shaft. vAfter the axle 6 hasbeen adjusted tothe proper point it is clamped securely by means ofjamnuts 1l.

12 designates a series of inclined tubular braces extending between andrigidly connecting the bars 2 and 3-of the side frames, said bracesbeing reversely inclined or arranged in zigzag order, as shown, wherebyeach side frame is effectively braced and strengthened.

The-twin side frames-1 are-spaced any suitv able distance apart and areconnected rigidly at numerous points by means of tubular crossbars. vTwo of such bars 13, arranged a slight distance apart, connect' theadvance ends cf the lower bars 2 of the side frame, andl another bar 13aconnects the same side bar 2 in close proximity to the rear axle 6. Theba-rs 2 are also rigidly connected,v at intermediate points bycross-bars 14 and 15, arranged, respectively, in front and in rear ofthe crankshaft. Another cross-bar 16 connects the upper longitudinalbars 3near the center ofthe machine, while still another cross-bar 1.7connects the rearwardly-declining rear ends of the bars 3`at such pointas to form. a convenient horizontal support for the passengers seat, aswill hereinafter appear.

I8 designates thehead-tube, in which the stern 19l of the frontsteering-fork 20 is revolubly mounted. This fork is of the us-ualpattern and carries the steering-wheel2l at the front of the machine.The lower end of `the head-tube 18 is united rigidly to and between thecross-bars 13, above referred to, andlis braced as to itsupper endV bymeans of a` lateral bar 22, which extends therefrom and connects rigidlyto one ofthe sideframes l. The head-tu be isfurther braced by means of atubular bar 23, which extends rearwardly and connects with the seat-posttube, (indicated at 24,) at or near the upper endof the latter. Asupplemental inclined. brace 25L is also interposed between the brace 23and upper end of the head-tube, being. rigidly connected to both. Theseat-post tube 24 is supported at its lower end in a bracket or oi'set26, connected centrally to and projecting forwardly from the cross-bar14, above described. At its upper end the seat-post tube 2-.Lcarries abinding-collar 27, by means of which the seat-post 28 may be securelyclamped in rigid relation to the machineframe and adj usted to therequired height to accommodate the particular rider who is to operatethe machine. The seat-post is provided with the usual horizontalextension-.29, which provides for the longitudinal adjustmentl of theoperators saddle 30, which may be of any ordinary description. Thetubular fork-stemV 19 is also providedat its upper end with abinding-collar 3l, which provides for the adjustment and' removal of thehandlebar stem 32. By referring to Fig. 8 it will The central portion ofthe handle-bar is made solid in cross-section and provided with asquared vertical aperture of a size adapted to it snugly over thesquared upper end of the stem 32, and in order'to hold the handlebar inplace when so applied recesses 36 are formed in opposite sides of thesquared end 33, and in such recesses are located and permanently securedspring-catches 37.

catches 37 have their upper ends reversely The beveled, so that when thehandle-bar is pressed downward said catches will be pressed inward ortoward each other. Upon the handie-bar coming in contact withk theshoulder 34 the catches 37 automatically spring apart and. the shouldersof said catches engage i above saidbar, thus locking the sameY rigidlyto the stem. W'hen it is desired to remove the' handle-bar, it may bequickly done' by compressing the catches 37 between the iingers untilthe shoulders of said catches will pass ythrough the squared apertureof. the handle-bar. The handle-bar is now free to be removed and may becarried upon the person standing, thus materially obviating theliability of the machine being stolen.

9s lof the operator while the machine isleft j.

When the handle-bar is removed, it is-un-V necessary to turnthesteering-wheel to admit the operator between the side portions oftheframe, andy this is animportant advan tagc,.as it is liable to. injurethetire of the steering.-

wheel when turnedv to any appreciable ex-` tent, owing. to the weight ofthe load that' may be carried upon themachine. It will be noted alsothat the lateral brace 22 is omitted upon one side of the head-tube 1S,so as to allow the operator t0 pass between the head-tube and one of theside frames.

3Si'ndicates a covering of leather, rubber, o

IIO

other suitable material which passes around the f rontcross-bars 13 andextends-upon each -side of the head-tube 18, constituting foot-.i

rests upon which the rider may rest his feet while coastingl or whenstanding still, thus preventinginj ury to the enamel or other finishofthe machine-frame.

39 is a lamp-bracket attached, preferably, to the fork-stem orhead-tube, as may be preferred. v

rlhe driving mechanism comprises, essentially, a transversely disposedhorizontal f crank-shaft 40, of approximately half the width of themachine-frame. This crank-,shaft i is mountedat or near its inner endina crank,-

hanger 41, similar to that employed in the or- 'A dinary safety-bicycle,andsupported in rigid a relation to the machine-frame by means of aforward arm 42, extending to and connecting; rigidly with the cross-bar14,v and also connected tothe cross-bar 15, above described,

by meansof one -or more rearward arms 43.

,TheY crank-shaft 40 is provided at/its inner end with a terminal crank44 upon one side of the hanger 4l, and upon the other side of the hangerwith a crank 45, and the shaft is mounted adjacent to its outer end inabearing 46, attached to the lower horizontal bar 2 of the machine-frameby means of downwardly-converging short arms 47. The arms or bars, whichare formed, preferably, of' steel tubing, not only form a convenientsupport for the bearing 46, but also serve to brace or truss thesideframe at the point where the greatest bend occurs in the bar 2. Thecrank-shaft 40 has mounted fast upon its outer end the main drivingsprocket-wheel 10, above referred to, and from which the chain extendsto the rear axle for communicating the motion thereto.

4S designates a pair of pedal-levers, which are provided at their rearends with eye-bearings or straps which embrace the rear crossbar 14 ofthe frame construction upon each side of a tubular upright 49, rigidlyconnecting said cross-bar 14 with the bar 17, hereinbefore referred to.This prevents any springing of the bar 14 and provides a steady bearingfor the rear ends of' the pedal-levers.

Each of the levers 48 is provided at a suitable point intermediate itsends with a vertical longitudinal slot 50, through which passes and inwhich oscillates a link or connecting-rod 51. The lower end of the link5l, below the lever 4S, is received pivotally between a pair of V-shaped brackets 52, secured to the under side of the lever and spacedapart a distance equal to the thickness of the lower end of the link, athrough pin or pivot 53 being passed through the brackets and link andconstituting the fulcrum between said parts. One of the links 51 isformed at its upper end with an eye-bearing 54, in which is received theextremity of the terminal crank 44 of the crank-shaft 40, while theother link is provided'at its upper end with a divided eye-bearing 55,by which it is adapted to be brought into engagement with the crank 45,a strap 56 being employed for connecting the two parts of the bearing55, with the aid of a retaining-bolt 57.

The pedals 5S, located at the ou ter advance ends of the pedal levers,comprise each a base portion 59, either of metal or rubber or y acombination of both, and adapted to receive the ball of the foot. Thebase of the pedal is pivotally mounted at the front end of itsvrespective pedal-lever by means of a pedalpin 60 and has connectedtherewith a novel form of toe-clip. This toe-clip comprises a U-shapedportion 61, which attaches adjustably to the front edge of the pedal,from which it extends forward a slight distance, after which it isrecurved and extended backward, so as to reach approximately to theinstep of the foot, at which point the said toe-clip is bifurcated orforked, as shown, the arms 62 of said fork being curved, so as toembrace and receive between them the foot of' the opand passengers.

ily loaded or in the event of the roadway being rough or heavy andsticky.

The pedal-levers 48 may of course be constructed of any suitablematerial; but it is preferred to employ four separate pieces orthicknesses of hard wood, such as white oak, and rivetthe same firmlytogether, in such manner, however, as to prevent the grain of the woodof the different pieces running all the same way. This affords averydesirable and-rigid pedal-lever and avoids the possible bending andconsequent lostmotion incident to the use of light-metal levers. By theconstruction described it will be observed that the bearing 'at the rearend of each pedallever, and the pedal at the forward end thereof', andthe link 5l intermediate the ends of the lever, and the connections ofsaid link` to the lever and crank-shaft are all located in exactlongitudinal alinement. This results in obviating'all side draft and theconsequent additional friction which would result from such side draftand require additional power to drive the machine. v Under thisarrangement each lever 48 is perfectly balanced andrthere is no tendencyfor the same to tilt to one side or the other.

63 designates a canopy or top, preferably rectangular in form, which isadapted to be superposed above the heads of the operator The standard 64of this canopy enters and is adjustably mounted in a vertical tubularpost 65, attached rigidly at its lower end to and supported uponthecrankhanger 41 and at its upper end attached to the horizontalcross-bar 16. The post 65 is also provided at its upper extremity with abinding-collar 66, by which the standard 64 may be adjusted and held.

The passengers seat (indicated at 67) is formed with a back 68, and boththe seat and back are upholstered in any desired manner. Along the upperedge of the back 68 are arranged spring-hooks 69, secured permanentlytheretoV and constructed in such manner that their extremities areadapted to engage over the cross-bar 16 for supporting the back and therear end of the seat in proper position. The forward edge of the seatrests upon and receives its support from the horizontal crossbar 17,before referred to. For the convenience of the passengers a foot boardor rest 70 is provided, the same having at its opposite rear cornersattached hooks 72, which engage over the stationary axle 6. Thefootboard issupported at its rear outer edge by' means of inclined rods71, which extend from y IOC IIO

the opposite rear corners of said foot-board upwardto thevbar 17, over"which 'their ends are hooked. v 72a designates a textile apron orcurtain, which extends transversely of the `machineframe and from thefront edge of the seat to the inner end of the foot-rest for the purposeof protecting the clothes of the passengers from becoming soiled or'entangled with the driving mechanism. l

Upon one side ofthe machine, preferably the right-hand side, is mounteda brake-lever 73, having at its lower end a brake-shoe 75L,A

resting normally in proximal relation to the rear carrying-wheel uponthat side of the machine. The lever 73 -is fulcrumed intermediate itsends upon a lateral studl upon the outside of one ofthe lower'frame-bars2 and is adapted to be engaged at its upper'end by rack-teeth on the bar3of lthe frame. The operator, sittingin the saddle 30, may readily graspthis brake-lever and by thrusting the same' forward force the shoethereof into en'- gagement with the supportir'ig-wlieel.V The lever maybe engaged with the teethpof the rack-frame for the purpose of holdingthe brake-shoe set, if desired. A bail -shaped l i frame 75,-attached tothe bar 3, defines the sys limit in which the upper end of thebrakelever moves, and a spring 7 5a, carried by the brake-lever, bearsagainst the frame 75 and holds the'hrake-lever in' engagement with theratchet-teeth and, prevents rattling of the lever.

By reason ofthe particular construction of the seat for the passengersand also the footrest and the manner in which it is supported andconnected to the machine-frame it will be seen that these parts may bereadily and quicklydisconnected and removed from the machine, as alsothe canopy 63, with its standard. This allows a suitable cabinet or body76 to be substituted for the passengerseat, the same being supported inthe main upon the horizontal cross-bar 17 and connected to the frameconstruction-at other points by hooks, as shown, or in any convenientmanner. The use and application of the cabinet or body 76 is illustratedin Fig. 2, and under this arrangement an excellent carrier isobtained,which may be utilized-to the greatest advantage by wholesalersand retailers in the delivery of small packages.

One of the rear carrying-wheels 77 has attached to the inner end of itshub kthe small sprocket 78, around which runs the chain 9 from the maindriving-sprocket l0, hereinbefore described. This is the preferredarrangement, as it will enable both of the rear carrying-wheels to turnindependently and travel I and to face in the direction in whichtraveling. This greatly economizes space and ren-1 dersthe machineextremely compact and, as a result, lighter and stronger, as well ascheaper in manufacture. Besides this the weight of the passengers orload is distributedl proportionately, the excess of weight being thrownupon and carried by the rear wheels.

It will also be seen that under the present construction thepedal-levers are located beneath the vehicle-body and hang pendent.

.from the crank-shaft, so that the links interposed between t-he leversand crank-shaft have 'a pulling instead of a pushing action. Theconstruction of the pedal-levers also enables the use of much longerconnecting-links,

and thus adds greatly to the smoothness and" easy running of Y thedriving mechanism. Finally, it will be noted as one important advantageofthe present construction that' machine is quickly convertible from acarrier into a passenger vehicle, and viceV versa, thusV adding greatlyto the desirability of such ny Chan gesintlie form, proportion, andminordetails of construction may be resortedlto without departing fromthe spirit or sacrifie?" a brace connection with the front end of one`side frame, thereby providing the framework at one side of the head-tubewith an open' front space for the free passage of the operator, afoot-rest covering embracing the fore-- most cross-bars at the base ofthe head-tube',

a centrally-disposed crank-hanger having op# IIO positely-extended armsjoined respectively` to two intermediate cross-bars, a seat-post`extended upward from one of said interme-V diate cross-bars, andsuitable driving mech-4 anism having a crank-shaft journaled in thecrank-hanger, substantially as set forth.

2. In av foot-propelled vehicle, the combi# nation with va pedal, of atoe-clip adjustably` secured to the front of said pedal and curved toembrace the front portion of the foot andV extended backward in proximalrelation to the instep, the said clip being forked at' the instep toembrace the foot and having the fork ends connected to the pedal,substantially as described.

3. In a foot-propelled vehicle, the combination with a pedal, of atoe-clip shaped to embrace the front'portion of the foot and pro-` videdadjacent to the instep with a fork the arms of which extend downwardlyso as to embrace the foot and are connected 'adjust-d ably to the pedal,substantially as and for the purpose specified.

4. A toe-clip having its body portion bent so as to embrace the toe andprovided at the front with a depending perforated extension forattachment to a pedal, said clip being further provided adjacent to theinstep with a fork, the arms of which are bent downward and madedivergent so as to extend upon opposite sides of the foot, said armsbeing also' perforated for attachment to a pedal, substantially asdescribed.

5. The combination witha handle-barstem having its upper end squared andprovided at opposite sides with tapering recesses, and opposin gspring-catches permanently secured to said stem and adapted to bedeflected into said recesses, of a handle-bar provided at its centerwith a squared aperture adapting the handle-bar to be removably fittedupon the stem, the catches being extended sufficiently to pass throughthe aperture in the handle- Vbar and to engage the top of the latter,sub- GEORGE G. J.' MILLAR.

Vitnesses:

JOSEPH P. BYRNE, W. H. ENGLISH.

